Railway hopper car



March 31, 1959 v G. B. DOREY 2,879,720

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March 31, 1959 G. B. DOREY I 2,879,720

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2,879,720 RAILWAY HOPPER CAR George B. Dorey, Westmount, Quebec, Canada, assignor to Enterprise Railway Equipment Company, Chicago, Ill., a corporation of Illinois Application August 8, 1956, Serial No. 602,734 6 Claims. (Cl. 105-249) This invention relates to an improved hopper frame structure and door such as employed in railway hopper cars and the like.

The invention more particularly relates to that type of hopper car of the so-calledW type having sloping floors for directing lading to a discharge opening. The improvement is of special importance in connection with cars having center sills with outwardly extending lower marginal flanges and hopper side walls immediately adjacent thereto.

The objects of the invention, among others, are: To provide a door frame structure and door which may be accommodated in a restricted space between a center sill and hopper side wall without weakening of the frame structure and still provide for maximum load carrying capacity and avoid interference between the door and underframe; to provide a frame having a wide discharge area adjacent the swinging edge of a discharge door and a comparatively narrower opening adjacent the hinged edge of the door; and to provide a frame structure having a hinged door for a four-sided opening wherein triangular reinforcing floor sectionsare employed to form gusset sections adjacent the hinged edge of the door frame.

For further comprehension of the invention, reference may be had to the accompanying drawings wherein the improvement is shown as applied to a railway hopper car.

In said drawings,

Fig. 1 shows a front elevational view of a portion of a hopper car illustrating a frame and associated door therefor in closed position.

Figure 2 is a view of the structure shown in Figure 1 as viewed from left to right.

Figure 3 is a view similar to Figure 1 except that the door is omitted.

Figure 4 is a side elevational view of Figure 3 as seen from left to right.

Figure 5 is a vertical sectional view taken on a line 55 of Figure 3.

Figure 6 is a detached frontal view of the frame.

Figure 7 is a side elevational view of the frame shown in Figure 6 as viewed from left to right.

Figure 8 is a side elevational view of the frame shown in Figure 6 as viewed from right to left.

Figure 9 is a view, in side elevation, of a railway car in which this invention is embodied.

Figure 10 is a top plan view of the car constructionshown in Figure 9.

Figure 11 is a vertical sectional view taken generally along the line 1111of Figure 9, the hopper doors being omitted.

Figure 12 is a horizontal sectional view taken generally along the line 1212 of Figure 11.

a Figure 13 is a view, in side elevation, of a hopper embodying this invention, the door being shown in closed position.

Figure 14 is a vertical sectional view taken generally along the line 14-14 of Figure 13.

In the drawings 10 shows the center sill which includes a vertical web 11 and a laterally outwardly extending lower marginal flange 12. Outwardly spaced from the center sill 10 is one of the side walls of the car shown, generally, at 8 in Figures 9 and 10. The side wall is indicated by a side wall plate 13 and a lower marginal reinforcing angle 14. Interposed between the center sill nited States Patent 0 2,879,720 7 "PatentedMar. 31, 1959 10 and side wall is a hopper shown, generally, at 9 which may be one of four such hoppers and which is formed by spaced inner and outer side walls indicated at 15 and 16 respectively which meet with upper central and lower end sloping floors indicated at 17 and 18, respectively. The margins of said floors 1718 and side walls 15-16 define a discharge area in which is applied a frame 19.

Referring to the inner hopper side wall 15, Figure 1, it will be seen that this wall includes a flange portion 20 secured to the web 11 of the center sill 10 above the lower marginal flange 12. The side wall 15 also includes portions 21 and 22, Figure 5, which slope downwardly to merge into a substantially vertically extending body portion 23 lying adjacent to'the inner edge of the lower flange 12 of the center sill 1-1'but spaced slightly therefrom. This spacing of'th'e body portion 23 of the inner wall 15 is in conformity with the standard practice of the American Association of Railroads. It is highly desirable that this standard spacing be maintained in order to provide maximum load carrying capacity of the hopper car consistent with low center of gravity. The close proximity of the Wall 15 to the center sill 11 has heretofore necessitated either a departure from accepted standards or a weakening of the frame structure adjacent the center sill 11. In order to overcome such limitations, the improved structure of this invention contemplates the use of a novel frame and door structure to be described.

The outer hopper side wall 16 is conventional and slopes downwardly and inwardly from the side wall of the car. Following standard practice the lower sloping bottom floor 18 is preferablyintegrally formed with the side walls 15 and 16 and they are formed of a single plate deflected or curved as indicated at 24.

The frame 19 is preferably formed of cast steel with a top beam portion 25 underlying the upper sloping floor 17 and inner, outer and bottom wall portions 26, 27 and 28 respectively overlying the inner and outer side walls 1516 and bottom sloping floor 18. The frame 19 defines a four-sided discharge opening 19', the contour of which is formed by a forwardly projecting chute structure including side flanges 29 and 30 and upper and lower horizontally extending flanges 31 and 32, the latter being a continuation of the lower overlying wall portion 28. The flange 32 extends arcuately around the curved corners 24 of the hopper and both flanges 31 and 32 lead into the side flanges 29 and 30 which extend upwardly in converging relation towards the beam end of the frame 19 and join with the upper flange 31 on arcuate contours 33. The converging relation of the side flanges 29 and 30 in effect provides a trapezoidal shaped discharge opening 19' widerat the lower portion and of restricted width adjacent the upper part.

At each side of the discharge opening there are triangular floor sections 34 and 35 lying intermediate the attaching wall portions 26 and 27 and the side flanges 29 and the discharge width at thebottom of the hopper.

Hinge butts 36, which are formed integrally with the beam portion 25 of the frame 19, are located adjacent the triangular floor sections 34 and 35 and receive hinge pins 37 which in turn hingedly support a door 38. The door 38 is flanged upwardly at 39 all around its edges and reflanged outwardly at 40 to form a reinforcing beading around the margin of the flange 39. The door 38 is preferably of trapezoidal shape to conform to the shape of the discharge opening 19'. g

The preferable conventional mounting of the frame 19 and door 38 is as shown in the drawings and is such as to lie at an angle from the vertical when the door 38 is in closed position. The door 38 swings to a pendent vertical open position and, since it is narrower adjacent the hinged edge as compared with the swinging edge, the clearance between the side of the door 38 and the adjacent edge of the flange 12 of the center sill increases as the door moves downwardly from its inclined closed position to a substantially vertical pendent position.

A marginal reinforcing flange 41 extends around the bottom 28 and partially along the side walls 26 and 27 of the frame 19 as shown at 42 and 43 in Figure 6 of the drawings.

Any suitable latch mechanism can be employed for holding the door 38 closed and permitting it to swing to the open position to discharge lading.

Several advantages result from the trapezoidal construction of the frame 19 and door 38 with the longer base at the bottom. It permits a larger area for the discharge opening 19' without requiring any weakening of the center sill 10, particularly of the flange 12. The triangular floor sections 34 and 35 are larger and longer at the top, thereby reducing the length of the unsupported span of the beam portion 25. The capacity or volume of the hopper is increased and there is a minimum of interference with the discharge of lading therefrom through the opening 19.

What is claimed as new is:

l. A railway hopper car comprising, in combination, spaced apart longitudinally extending car side walls having therebetween a center sill with laterally outwardly extending marginal flanges along the lower portion, a floor in the car formed by end floor sections sloping downwardly from the end portions of the car toward the central portion of the car between the car side walls with the lower portions extending below the lower portions of the car side walls and below said marginal flanges and by central floor sections sloping downwardly from the central portion of the car with the lower portions extending below the lower portions of the car side walls and below the upper portion of said center sill and terminating above said marginal flanges and spaced toward the central portion of the car from and above the respective lower ends of said end floor sections, outer hopper side walls sloping inwardly from the car side walls and coextensive respectively with and joined to the outer sides of those portions of said end floor sections and of said central floor sections extending below the car side walls, inner hopper side walls extending downwardly from the upper portions of the sides of said center sill and coextensive respectively with and joined to those portions of said end floor sections and of said central floor sections extending below the upper portion of said center sill; a frame for each hopper having a bottom portion, outer and inner side portions and a top beam portion; each frame bottom portion underlying and being secured to the lower portion of the respective end floor section, each top beam portion underlying and being secured to the lower portion of the respective central floor section, each frame outer side portion overlying and being secured to the lower end of the respective outer hopper wall, and each frame inner side portion overlying and being secured to the lower end of the respective inner side wall; said frame portions defining a trapezoidal discharge opening having the lower base longer than the upper base, and a trapezoidal door hinged along its shorter top base to each top beam portion for closing each discharge opening.

2. A railway hopper :ca'r comprising, in combination,

spaced apart longitudinally extending car side walls hav ing therebetween a center sill with laterally outwardly extending marginal :flanges along the lower portion, a floor in 'the car formed by end floor sections sloping downwardly from the end portions of the car toward the central portion of the car between the car side walls with the lower portions extending below the lower portions of the car side *walls and below said marginal ,4 flanges and by central floor sections sloping downwardly from the central portion of the car with the lower portions extending below the lower portions of the car side walls and below the upper portion of said center sill and terminating above said marginal flanges and spaced toward the central portion of the car from and above the respective lower ends of said end floor sections, outer hopper side walls sloping inwardly from the car side walls and coextensive respectively with and joined to the outer sides of those portions of said end floor sections and of said central floor sections extending below the car side walls, inner hopper side walls extending downwardly from the upper portions of the sides of said center sill and overlying the outer edges of said flanges and coextensive respectively with and joined to those portions of said end floor sections and of said central floor sections extending below the upper portion of said center sill; a frame for each hopper having a bottom portion, outer and inner side portions and a top beam portion; each frame bottom portion underlying and being secured to the lower portion of the respective end floor section, each top beam portion underlying and being secured to the lower portion of the respective end floor section, each top beam portion underlying and being secured to the lower portion of the respective central floor section, each frame outer side portion overlying and being secured to the lower end of the respective outer hopper wall, and each frame inner side portion extending past the outer edge of the respective flange of said center sill and overlying and being secured to the lower end of the respective inner side wall; said frame portions defining a trapezoidal discharge opening having the lower base longer than the upper base, and a trapezoidal door hinged along its shorter top base to each top beam portion for closing each discharge opening.

3. A railway hopper car comprising, in combination, spaced apart longitudinally extending car side walls having therebetween a center sill with laterally outwardly extending marginal flanges along the lower portion, a floor in the car formed by end floor sections sloping downwardly from the end portions of the car toward the central portion of the car between the car side walls with the lower portions extending below the lower portions of the car side walls and below said marginal flanges and by central floor sections sloping downwardly from the central portion of the car with the lower portions extending below the lower portions of the car side walls and below the upper portion of said center sill and terminating above said marginal flanges and spaced toward the central portion of the car from and above the respective lower ends of said end floor sections, outer hopper side walls sloping inwardly from the car side walls and coextensive respectively with and joined to the outer sides of those portions of said end floor sections and of said central floor sections extending below the car side walls, inner hopper side walls extending downwardly from the upper portions of the sides of said center sill and coextensive respectively with and joined to those portions of said end floor sections and of said central floor sections extending below the upper portion of said center sill; a frame for each hopper having a bottom portion, outer and inner side portions and a top portion; each frame'bottom portion underlying and being secured to the lower portion of the respective end floor'section, each frame top portion underlying and being secured to the lower portion of the respective central floor section, each frame outer side portion overlying and being secured to the lower end of the respective outer hopper wall, and each frame inner side portion overlying and being secured to the lower end of the respective inner side wall; said frame portions having an outstanding flange defining a trapezoidal discharge opening having the lower base longer than the upper base, and a pan shaped trapezoidal door hinged along its shorter top base to each frame top portion with the edges of the door enclosing the flange on said frame por tions for closing each discharge opening.

4. A railway hopper car comprising, in combination, spaced apart longitudinally extending car side walls having therebetween a center sill with laterally outwardly extending marginal flanges along the lower portion, a floor in the car formed by end floor sections sloping downwardly from the end portions of the car toward the central portion of the car between the car side walls with the lower portions extending below the lower portions of the car side walls and below said marginal flanges and by central floor sections sloping downwardly from the central portion of the car with the lower portions extending below the lower portions of the car side walls and below the upper portion of said center sill and terminating above said marginal flanges and spaced toward the central portion of the car from and above the respective lower ends of said end floor sections, outer hopper side walls sloping inwardly from the car side walls and coextensive respectively with and joined to the outer sides of those portions of said end floor sections and of said central floor sections extending below the car side walls, inner hopper side walls extending downwardly from the upper portions of the sides of said center sill and coextensive respectively with and joined to those portions of said end floor sections and of said central floor sections extending below the upper portion of said center sill; a frame for each hopper having a bottom portion, outer and inner side portions and a top portion; each frame bottom portion underlying and being secured to the lower portion of the respective end floor section, each frame top portion underlying and being secured to the lower portion of the respective central floor section, each frame outer side portion overlying and being secured to the lower end of the respective outer hopper wall and having a triangular section constituting an extension of the respective central floor section and each frame inner side portion overlying and being secured to the lower end of the respective inner side wall; said frame portions defining a trapezoidal discharge opening having the lower base longer than the upper base, and a trapezoidal door hinged along its shorter top base to each frame top portion for closing each discharge opening.

5. A railway hopper car comprising, in combination, spaced apart longitudinally extending car side walls having therebetween a center sill with laterally outwardly extending marginal flanges along the lower portion, a floor in the car formed by end floor sections sloping downwardly from the end portions of the car toward the central portion of the car between the car side walls with the lower portions extending below the lower portions of the car side walls and below said marginal flanges and by central floor sections sloping downwardly from the central portion of the car with the lower portions extending below the lower portions of the car side walls and below the upper portion of said center sill and terminating above said marginal flanges and spaced toward the central portion of the car from and above the respective lower ends of said end floor sections, outer hopper side walls sloping inwardly from the car side walls and coextensive respectively with and joined to the outer sides of those portions of said end floor sections and of said central floor sections extending below the car side walls, inner hopper side walls extending downwardly from the upper portions of the sides of said center sill and overlying the outer edges of said flanges and coextensive respectively with and joined to those portions of said end floor sections and of said central floor sections extending below the upper portion of said center sill; a frame for each hopper having a bottom portion, outer and inner side portions and a top beam portion; each frame portion underlying and being secured to the lower portion of the respective end floor section, each top beam portion underlying and being secured to the lower portion of the respective central floor section, each frame outer side portion overlying and being secured to the lower end of the respective outer hopper wall and having a triangular section constituting an extension of the respective central floor section, and each frame inner side portion extending past the outer edge of the respective flange of said center sill and overlying and being secured to the lower end of the respective inner side wall and having a triangular section constituting an extension of the respective central floor section; said frame portions defining a trapezoidal discharge opening having the lower base longer than the upper base, and a trapezoidal door hinged along its shorter top base to each top beam portion for closing each discharge opening.

6. A railway hopper car comprising, in combination, spaced apart longitudinally extending car side walls having therebetween a center sill with laterally outwardly extending marginal flanges along the lower portion, a floor in the car formed by end floor sections sloping downwardly from the end portions of the car toward the central portion of the car between the car side walls with the lower portions extending below the lower portions of the car side walls and below said marginal flanges and by central floor sections sloping downwardly from the central portion of the car with the lower portions extending below the lower portions of the car side walls and below the upper portion of said center sill and terminating above said marginal flanges and spaced toward the central portion of the car from and above the respective lower ends of said end floor sections, outer hopper side walls sloping inwardly from the car side walls and coextensive respectively with and joined to the outer sides of those portions of said end floor sections and of said central floor sections extending below the car side walls, inner hopper side walls extending downwardly from the upper portions of the sides of said center sill and overlying the outer edges of said flanges and coextensive respectively with and joined to those portions of said end floor sections and of said central floor sections extending below the upper portion of said center sill; a frame for each hopper having a bottom portion, outer and inner side portions and a top beam portion; each frame bottom portion underlying and being secured to the lower portion of the respective end floor section, each top beam portion underlying and being secured to the lower portion of the respective central floor section, each frame outer side portion overlying and being secured to the lower end of the respective outer hopper wall and having a triangular section constituting an extension of the respective central floor section, and each frame inner side portion extending past the outer edge of the respective flange of said center sill and overlying and being secured to the lower end of the respective inner side wall and having a triangular section constituting an extension of the respective central floor section; said frame portions having an outstanding flange defining a trapezoidal discharge opening having the lower base longer than the upper base, and a pan shaped trapezoidal door hinged along its shorter top base to each portion with the edges of the door enclosing the flange on said frame portions for closing each discharge opening.

References Cited in the file of this patent UNITED STATES PATENTS 975,398 Coleman Nov. 15, 1910 1,041,016 Butts Oct. 15, 1912 1,109,602 Steinmeyer Sept. 1, 1914 1,266,671 Ford May 21, 1918 1,412,660 Keuhner Apr. 11, 1922 1,617,192 Barron Feb. 8, 1927 1,827,030 Martin Oct. 13, 1931 1,998,532 Wine Apr. 23, 1935 2,510,918 Wax June 6, 1950 2,720,173 Dorey Oct. 11, 1955 

